Stress Analysis, Design Formulation and Optimization of Crankpin of Single Cylinder Four Stroke Petrol Engine

Stress Analysis, Design Formulation and Optimization of Crankpin of Single Cylinder Four Stroke Petrol Engine Divyesh B. Morabiya #1, Amit B. Solanki #2, Rahul L.Patel #3, B.N.Parejiya *4 1 Asst. Professor, Mechanical Engg.Deptt, C.U.Shah University, Wadhwan city, Gujarat, INDIA 2 Asst. Professor, Mechanical Engg.Deptt, C.U.Shah University, Wadhwan city, Gujarat, INDIA 3 Asst. Professor, Mechanical Engg.Deptt, C.U.Shah University, Wadhwan city, Gujarat, INDIA 4 M.E.Student, Mechanical Engg.Deptt, Gujarat Technological University, Ahmadabad, Gujarat, INDIA Abstract Crankshaft of Internal Combustion Engine is a well known phenomenon. The problem of their premature failure has attracted several investigators for over a century. Forces acting on the crankpin are complex in nature. The piston and the connecting rod transmit gas pressure from the cylinder to the crankpin. The crankpin is like a build in beam with a distributed load along its length that varies with crank position. Crankpin is large volume production component for I.C engine. The static analysis is done using FEA Software ANSYS which resulted in the load spectrum applied to crank pin bearing.this load is applied to the FE model in ANSYS, and boundary conditions are applied according to the engine mounting conditions. The validation model of crankpin is coupled with statically and dynamically result of Von misses stress and shear stress are within the limits and Formulation of single objective function is done for the minimization of diameter of crankpin (dc) using three design variables, 1) diameter of crankshaft, 2) length of crankpin, 3) web width and optimise through genetic algorithm optimization technique to investigate weight and cost reduction opportunities. Therefore research work consists of two major sections: 1) Static analysis 2) Optimization of weight and cost reduction and ultimately increase efficiency of engine. Keywords Crankshaft, Crankpin, Stress Analysis, Weight Optimization, Genetic Algorithm I. INTRODUCTION Crankshaft is a large component with a complex geometry in the engine, which converts the reciprocating displacement of the piston to a rotary motion with a four link mechanism. Design developments have always been an important issue in the crankshaft production industry, in order to manufacture a less expensive component with the minimum weight possible and proper fatigue strength and other functional requirements. These improvements result in lighter and smaller engines with better fuel efficiency and higher power output.[12]the crankshaft consists of the shaft parts which revolve in the main bearings, the crankpins to which the big ends of the connecting rod are connected, the crank arms or webs (also called cheeks) which connect the crankpins and the shaft parts. Forces acting on the crankpin are complex in nature. The piston and the connecting rod transmit gas pressure from the cylinder to the crankpin. It also exerts forces on the crankpin, which is time varying. The crankpin is like a build in beam with a distributed load along its length that varies with crank position. The crankshaft main journals rotate in a set of supporting bearings ("main bearings") shown in Figure 1.1 causing the offset rod journals to rotate in a circular path around the main journal centers, the diameter of that path is the engine "stroke": the distance the piston moves up and down in its cylinder. The big ends of the connecting rods contain bearings ("rod bearings") which ride on the offset rod journals. [1] Fig. 1.1 Labelled Image of Engine Components The objective of this work is for Stress Analysis and Design Optimization of Crankpin of single cylinder four stroke petrol engine and analyzes the stresses acting on crank pin due to the gas force also Analyze the maximum deformation, maximum stress point and dangerous areas of failure. Optimize the design to reduce the rate of failure and improve the life of crank shaft and engine. Design of crankpin is directly related the performance of engine. [3] II. DESIGN CALCULATION FOR CRANKPIN Type Single Cylinder, Petrol engine No of cylinders 1 Bore/Stroke 50 mm/ 55.6 mm Capacity 109 cc Compression Ratio 9:1 Max. Power 8.4 HP @ 7500 rpm Max. Torque 8.63 Nm @ 5500 rpm Table I - Engine Specification ISSN: 2231-5381 http://www.ijettjournal.org Page 309

The material is selected the cast steel for crankshaft and crankpin for which allowable bending stress is σb = 75 N/mm 2 and allowable shear stress is τ = 35N /mm 2. [10] The Allowable bending stress is 56 to 75 MPa and shear stress 31 to 42 MPa for Cast steel. [9] A. Design of Crankpin [11] Let, dc =Diameter of crankpin lc = Length of crankpin σb = Allowable bending stress for the crankpin = 75 N/mm 2 Bending moment at the centre of the crankpin, Mb = H1 b2 = 122.65 kn mm Also Bending Moment Mb =π/32 *dc 3 * σb dc = 30 mm The length of the crankpin is given by lc =Fp/dc pb Where, pb = Permissible bearing pressure = 5 N/mm 2 (Assuming) lc = 38 mm Fig. 2.2 IGES geometry file imported in ANSYS 14.5 Parameter Diameter of crankpin Length of crankpin Width of crank web Thickness of crank web Diameter of shaft Dimension 30 mm 38 mm 42 mm 22 mm 35 mm Table II - Dimension of Crankpin and Crankshaft II. MODELLING AND ANALYSIS OF CRANKPIN Fig. 2.3 Meshing of crankpin in ANSYS 14.5 Fig. 2.1 3 D Model of crankpi Fig. 2.4 Equivalent Stress results of crankpin ISSN: 2231-5381 http://www.ijettjournal.org Page 310

The GA will generally include the three fundamental genetic operations of selection, crossover and mutation. They usually exhibit a reduced chance of converging to local minima. GAs suffer from the problem of excessive complexity if used on problems that are too large. Genetic algorithms work on populations of individuals rather than single solutions, allowing for parallel processing to be performed when finding solutions to the more large and complex problems.[5] Fig. 2.5 Result of deformation of crankpin Every member of a population has a certain fitness value associated with it, which represents the degree of correctness of that particular solution or the quality of solution it represents. The initial population of strings is randomly chosen. Although they do not guarantee convergence to the single best solution to the problem, the processing leverage associated with GAs make them efficient search techniques. The main advantage of a GA is that it is able to manipulate numerous strings simultaneously by parallel processing, where each string represents a different solution to a given problem. Thus, the possibility of the GA getting caught in local minima is greatly reduced because the whole space of possible solutions can be simultaneously searched.[6] V. FORMULATION Problem formulation is normally the most difficult part of the process. It is the selection of design variables, constraints, objective function(s), and models of the discipline/design. Good problem formulation is the key to success of an optimization study. Fig. 2.6 Shear Stress results of crankpin A. Objective Function The objective function is to minimize the diameter of crankpin dc and ultimately reduce the weight of crankshaft Sr. No. Types of stress Theoretical FEA Analysis 1 Von-Misses 115.96 112.92 Stresses (N/mm 2 ) 2 Shear Stresses (N/mm 2 ) 61.71 57.339 IV. Table III Result comparison of theoretical and FEA Analysis DESIGN OPTIMIZATION METHOD: GENETIC ALGORITHMS Genetic algorithms (GA) are search methods that employ processes found in natural biological evolution. These algorithms search or operate on a given population of potential solutions to find those that approach some specification or criteria. [4] under the effect of static load and so we can reduce the cost. This is the required objective function in three variables when crankshaft subjected to maximum bending moment. B. Formulation of Constraints According to summary of manual design result constraints can be enlisted as follows [2] 24 ds 35 20 lc 38 30 w 42 Where, ds=diameter of Crankshaft dc = Diameter of crankpin lc = length of crankpin w = Width of crank web ISSN: 2231-5381 http://www.ijettjournal.org Page 311

C. Optimization problem in Standard format B. Summary of Manual Design Results The above optimization problem in standard format can be stated as below [7] The design vector x = {ds, lc, w} which minimizes Subjected to constraints, Diameter of the Crank Pin = 30 mm Length of the Crank Pin = 38 mm Diameter of the shaft = 42 mm Web Thickness (Both Left and Right Hand) = 22 mm Web Width (Both Left and Right Hand) = 35 mm g1 (x) = 24 ds 0 g2 (x) = ds 35 0 g3 (x) = 20 lc 0 g4 (x) = lc 38 0 g5 (x) = 30 w 0 g6 (x) = w 42 0 Where, ds=diameter of Crankshaft dc = Diameter of crankpin lc = length of crankpin w = Width of crank web VI. RESULTS With the use of MATLAB genetic algorithm tool the fitness function f (x) for the genetic algorithm is calculated with the inequality constraints and the bound limit for the three variables 1) Diameter of the crank shaft, 2) Length of the crank pin, 3) web width of crankshaft,. Fig. 6.1 Genetic Algorithm Tool A. Optimum Design Results using GA Figure 6.1 shows the genetic algorithm tool from which the value of the three variables are found with the three points given at the bottom of the toolbox and the fitness function value is found in the centre of the box. Figure 4.2 shows the sample result of GA tool. Figure 6.2 indicates that the diameter of the crankpin decreases as the width of web decreases and as length of crankpin decreases it will increases up to certain value but after that it will decreases and at the end of limit it will decrease but as the both value of width of web as well as length of crankpin decreases diameter of crankshaft decreases which is seen in figure as the hill portion. The minimum value of diameter of crankpin 28.4 mm when the width of web 38.47 mm and length of the crankpin 36.07 mm. Table IV - Optimum Design Results using Genetic Algorithm ISSN: 2231-5381 http://www.ijettjournal.org Page 312

Figure 6.3 shows that the diameter of the crankpin decreases as the width of web decreases and as diameter of crankshaft decreases it will generate wave form and at the end of limit it will increase but as the both value of diameter of crankshaft and web width decreases and diameter of the crankpin is decreases initially and so that it minimize the value of diameter of the crankpin 28.4 mm with diameter of crankshaft 30.57 mm and web width 38.47 which is seen in figure as the hill portion. Fig. 6.2 Diameter of Crankpin to width of crank web and Length of Crankpin Figure 6.4 indicates that the diameter of the crankpin decreases as the length of crankpin decreases and as diameter of crankshaft decreases it will increases up to certain value but after that it will decreases and at the end of limit it will decrease but as the both value of length of crankpin as well as diameter of crankshaft decreases diameter of crankpin decreases which is seen in figure as the hill portion. The minimum value of diameter of crankpin 28.4 mm when the length of crankpin 36.07 mm and diameter of crankshaft 30.57 mm. For validation of the result obtain by the genetic algorithm the other design optimization method is required. Here exhaustive search method validate the result of genetic algorithm and so that from exhaustive search method the results obtain for three variable of the objective function are 1) diameter of crankshaft 31.60 mm, 2) length of crankpin 37.20 mm 3) web width 40.50 mm and with the help of these variable the minimized the diameter of crankpin 29.45 mm. With the help of this it can be seen that the genetic algorithm give very close solution to exhaustive search method and manually design method. Fig. 6.3 Diameter of crankpin to Web Width and diameter of shaft Fig. 6.4 Diameter of Crankpin to diameter of shaft and Length of Crankpin Input Variable Diameter of crankshaft Web width Length of crankpin Validation f Result Manually Genetic Design Algorithm 35 30.57 42 38.47 38 36.07 Output Exhaustive Search Method The step of 0.1 i.e. - 31.1-31.2 leads to ds=31.60 The step of 0.20 i.e. - 39.20-39.4 leads to w=40.500 The step of 0.25 i.e. -. leads to 36..25-36.50 lc=37.20 ISSN: 2231-5381 http://www.ijettjournal.org Page 313

Diameter of crankpin 30 28.04 29.45 Table V - Validation of Results VII. CONCLUSIONS 1. Static analysis provides better results than manual calculation. Accurate stresses are input to optimization of the crankpin.fea Results Conformal matches with the theoretical calculation so we can say that FEA is a good tool to reduce time consuming theoretical Work. The maximum deformation appears at the center of crankpin neck surface. The maximum stress appears at the fillets between the crankshaft journal and crank cheeks and near the central point Journal. The edge of main journal is high stress area. The Value of Von-Misses Stresses that comes out from the analysis is far less than material yield stress so our design is safe and we should go for optimization to reduce the material and cost. REFERENCES [1] Amit Solanki, Ketan Tamboli, M.J.Zinjuwadia, 2011, Crankshaft Design and optimization- A Review National Conference on Recent Trends in Engineering & Technology. [2] Amit Solanki, P.H. Darji, V.K.Jani, Optimization of Crankshaft Diameter Using Genetic Algorithm International Journal For Research In Applied Science and Engineering Technology. [3] Jaimin Brahmbhatt, Prof. Abhishek choubey, Design and analysis of crankshaft for single cylinder 4-stroke diesel engine,international Journal of Advanced Engineering Research and Studies E-ISSN2249 8974. [4] Goldberg, D.E., 1989, Genetic Algorithm in Search Optimization and Machine Learning, Addison-Wesley Publishing Company Inc.,Reading Massachusetts [5] McCall, J., Genetic algorithms for modelling and optimization, Original Research Article, Journal of Computational and Applied Mathematics, Vol. 184, Issue 1, 1December 2005, Pages 205-222. 2. The concept design phases aims to find out optimization scheme and confirms structure size. Using different design phases, choosing genetic algorithm will improve analysis efficiency meanwhile save research and development time. 3. A genetic algorithm has been used for the optimum design of crankpin. Some examples of optimum design that minimize the diameter of crankpin under constraints are presented. The numerical results are given in graphical forms of diameter of Crankshaft, length of crankpin, web width. The optimized results are compared with those of exhaustive search method. All the results have the same tendency. Therefore it has a strong possibility for being used for other optimization problems. A. Formulation 1. Formulation of single objective function is done for the minimization of diameter of crankpin (dc) using three design variables, 1) diameter of crankshaft, 2) length of crankpin, 3) web width. B. Genetic Algorithm 1. The genetic algorithm only uses the function value and doesn t need derivatives calculated analytically or numerically. 2. The contour plot drawn with the data formed by genetic algorithm, as the value of diameter of crankshaft, length of crankpin and web width decreases the diameter of crankpin. 3. The surface plots give the relationship of diameter of crankshaft to the three parameter and it concludes that the diameter of crankpin is proportional to 1) diameter of crankshaft, 2) length of crankpin, 3) web width. [6] Runwei Cheng and Mitsao Gen Genetic Algorithm and Engineering Optimization Ashikaga Institute of Technology, John Wiley& sons. Inc. [7] S.S.Rao, Engineering optimization: theory and practice, John Wiley & Sons, Inc., Hoboken, New Jersey. [8] Shigley, Joseph E. Mechanical Engineering Design, 3rd edition, 1977 McGraw-Hill. [9] Design Data, Databook of Engineers, Compiled by PSG college of Technology Coimbatore, Published by Kalaikathir Achchagam Coimbatore 1968, Revised edition 1970, Reprinted in January 2010 [10] Dr. P.C. Sharma, Aggarwal, R.D.K,, A Text Book of Machine Design, S. K. Kataraia and sons, New Delhi. 2004 [11] Prof.J.S.Soni, Design of machine elements part-ii,nirav and Roopal Prakashan, Educational Publishers,Ahmedabad. [12] B. N. Parejiya, D. B. Morabiya, Amit Solanki Design and Optimization of Crankpin - A Review International Journal For Research In Applied Science and Engineering Technology. ACKNOWLEDGMENT The support extended by the C.U.Shah University and college authorities is highly appreciated and acknowledged with due respect. ISSN: 2231-5381 http://www.ijettjournal.org Page 314